Train signaling apparatus



(No Model.) 3 Sheets$heet 1.

H. R. MASON.

TRAIN SIGNALING APPARATUS. No. 483,256. Patented Sept. 27, 1892.

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TRAIN SIGNALING APPARATUS.

No. 483,256. Patented Sept. 27, 1892.

. UNITED STATES PATENT FFICT.

HARRY R. MASON, OF CHICAGO, ILLINOIS.

TRAIN SIGNALING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 483,256, datedSeptember 2'7, 1892. Application filed February 15, 1392. Serial No.421,616. (No model.)

To all whom it may concern.-

Beit known that I, HARRY R. MASON, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented anew and useful Improvement in Train Signaling Apparatus, ofwhich the following is a specification.

Myinventionrelatestoanimprovementupon apparatus for use more especiallyin connection with a signaling system for-railway-trains in which themain train orbr ake pipe is employed for signaling purposes. In LettersPatent of the vUnited States No. 450,335,

granted to me April 14, 1891, I have described and shown meansfor-preventing sounding of the signal when the engiueers brake-valve isturned from release to running position. Another means for the samepurpose is described and shown in Letters Patent of the United StatesNo. 463,065, granted to me November 10, 1891. i 1

My present object is to provide mechanism for the same purpose of aconstruction somewhat more simple than that of my patent, No. 463,065,and which shall be equally effective in its operation.

My object is, further, to provide certain other changes in theconstruction described in Patent No. 463,065 to the end of adapting thesame more perfectly to its purpose.

In the drawings, Figure 1 is a diagrammatic View, broken in places, andillustrating an air-brake and signaling system involving myimprovements, the features to the right of the pipe-coupling shown beinglocated upon the locomotive and the features to the left upon each ofthe cars of a passenger-train or the caboose of a freight-train. Fig. 2is an enlarged top plan View of the lower portion of the engineersbrake-valve, parts being broken away for the purposes of illustration;Fig. 3, a broken top plan view of the rotary regnlatingwalve which seatsupon the valveface shown in Fig. 2; Fig. 4, a bottom plan View of theregulating-valve; Fig. 5, a plan sectional view of the engineersbrake-valve, the section being taken just below the valvescat shown inFig. 2 in a downward direction; and Fig. 6, a View, partly in sectionand partly in elevation, of the signal-valve and attachments thereforforming part of my present improvement. 1

Referring to Fig. 1, A is the engineers brake-valve; B, the mainair-reservoir; O, the main train or brake pipe, which is also thesignaling-pipe; D, the signal-valve; E, a signal; F, a supplemental orsignal reservoir; G, a venting-valve or conductors signalingvalve; 1 1,a conductors valve, (for braking purposes,) and I the triple valve,auxiliary reservoir, and brake-cylinder upon a car of the train.

Airfrom the main reservoirB passes through a pipe B to the engineersbrakevalve, entering the lattcrthrough a cored passage h,whichterminates in a chamber above the regulating-valve. On the pipe B is abranch pipe to, to which is attached the main-reservoir pressuregage.The valve-seat t of the engineers brake-valve has a direct applicationand supply-port s, which communicates througha passage 3 with thetrain-pipe C, a

direct exhaust-port r, leading to the outside air, a service-stopexhaust-port g, which communicates through a passage cored in thevalve-shell at q with a pipe (1 a small exhaust-port p, a port 0,communicating with a passage 0', which leads to a pipe 0 and aservice-feed or running position port it, leading to a chamber at, andthence through a passage 91 and the passage 3 to the train-pipe O. Inthe face of-the valve-seat t is a se mental recess m. Extending throughthe regulating-valve Z is alarge passage Z and a small passage Z and inthe lower face of the regulating-valve are segmental recesses Z Z and F.In the side wall of the chamber it (see Fig. 5) is a groove n and thechamber contains a valve 71 which is maintained normally by a spring nagainst a stop it. hen seated against the stop it, the valve 02 isbeyond the end of the groove n and operates to close COLD- mnnicationbetween the port it and passage m The spring 17, should be capable ofbold ing the valve n in the position shown against a pressure, say, oftwenty pounds to hold back that extent of pressure when the engineersbrake-valve is turned to running position, and thereby permit themain-reservoir pressure to be raised twenty pounds above the pressure inthe train-pipe. In the end of the chamber 'lt' opposite the stop a is aseat n against which the valve 71. may be driven against the resistanceof its spring to close the passage from the port n to the train-pipe.

The signal-valve D is substantially of the form shown and described inmy aforesaid Letters Patent, No. 450,335, and comprises a shell providedwith a chamber 70, which at its upper end is in open communication withthe train-pipe C. In the lower part of the chamber is a port 70, leadingto a pipe F',which extends to the supplemental or signal reservoir F,and with the pipe g which extends to the service-stop inlet-port q inthe seat t of the engineers valve. Centrally of the lower end of thechamber is is an outlet-port 70 from which extends a pipe E to thesignal E. Cored in the shell of the valve D is a passage 70 extendingfrom the train-pipe O to the lower part of the chamber k, and in thesaid passage is a valve H, which opens under pressure exerted against itfrom the train-pipe and closes under pressure exerted against it fromthe signal-reservoir, as hereinafter described. Extending through thevalve is is a small open passage which prevents the valve when closedfrom shutting off entirely the flow of air through the passage k In thechamber 7a is a diaphragm 7c upon a stem 76 The diaphragm 7c is adjustedto prevent leakage of air past it, and its stem k" extends through aguide 768 and seats at its lower end normally over the port 70 to closethe latter.

Upon the signal-valve device D is a valve device K, which, as shown inthe drawings, may be constructed substantially integral with thesignal-valve. It comprises a casing having chambers 71 and 2'', dividedfrom each other by a movable diaphragm t which is preferably a flexiblediaphragm secured in the shell around its edge, as shown. The chamber 11is separated from the chamber 70 of the signal-valve by a diaphragm ialso preferably flexible and secured around its edge to the shell. Thediaphragms i and i are secured at their centers to a stem 1 which at itsupper end abuts normally against a stop 7) in the chamber 1', and at itslower end terminates normally a short distance above the center of themovable diaphragm k in the chamber is. The pipe 0 leads to thechambert'above the diaphragm F. The diaphragm i is of greater area thanthe diaphragm i and the said diaphragms are held in the position whereinthe stem '6 abuts against the stop 6 by pressure exerted against thediaphragm i from the train-pipe O. The chamber 2" is in opencommunication with the outside air through a passage i whereby the saidchamber is always at atmospheric pressure.

The regulating-valve is turned by means of the usual handle providedwith the usual spring indicator or catch which moves against the rim hof the valve-casing of the engineers brake-valve. The rim is formed withstops y, y, g g and 3 with which the spring indicator or catch registersto indicate the position of the regulating-valve Z with relation to theports in the valve-seat t. The direction of extent of theoperating-handle and the position of the indicator spring or catchthereon with relation to the regulating-valve is shown by the line m,Fig. 4. \Vhen the indicator is turned to the stop y, the valve isbrought into release position, causing air from the main reservoir topass through the opening Z of the regulating valve to the groove m inthe valve-seat, thence through the groove Z in the regulating-valve tothe port 3, and direct to the train-pipe. When in this position, theports r, q, p, and n are blanked and the passage Z registers with theport 0. Air from the main reservoir besides passing direct to thetrain-pipe, as described, will also flow through the passage 0' and pipe0 to the chamberi of the valve device K. The pressure thus exertedagainst the diaphragm '1? will cause it to reciprocate the sterndownward against the diaphragm 70 and prevent the latter from beingraised to'open the outlet-port k to the whistle. WVhen the indicator isturned to the stop y, the valve is at running position and the ports3,1", and q are blanked, the regulating-valve passage Z registers withthe port n, andthe recess Z opens communication between the port 0 andexhaust-port 19. When the valve is in this 'posi tion, the pressure inthe chamber 71 of the valve device K retrogresses through the pipe 0 andescapes at the port p, relieving the pressure against the diaphragm iand causing the stem 2' to be raised out of contact with the diaphragm70 by the pressure which is exerted against the diaphragm i from thetrain-pipe. Airfrom the main reservoir flows through the passage Z inthe regulating-valve and port n to the chamber n.

In practice the engineer will not turn the valve from release positionuntil he sees by his pressure-gages that snfficient pressure has flowedinto the train-pipe to release the brakes. When the valve has beenturned to running position, the brakes are all released, and thepressure in the main reservoir may be raised in excess of train-pipepressure to an extent equal to the resistance of the valve n, which, asbefore stated, is usually twenty pounds. When the pressure in the mainreservoir has been raised above twenty pounds in excess of the pressurein the train-pipe, the valve n will be moved against the resistance ofits spring a and permit pressure to pass through the groove n to thetrain-pipe. It is the ordinary practice to maintain a pressure of ninetypounds as standard in the main reservoir and a pressure of seventypounds as standard in the train-pipe. When the mainreservoir andtrain-pipe pressures are at standard, therefore, the valve 01. willbalance between the two pressures and rest normally IIO against the stopat". Any reduction of pressure in the train-pipe, due to ordinaryleakage, or the slight venting of pressure for signalingpurposes, willbe overcome immediately through the valve a In the event of thetrain-pipe being broken or a coupling parted between cars, the suddengreat exhausting of the train-pipe will cause the pressure from the mainreservoir to drive the valve 72 to its seat W and thus shut off theescape of press ure through n n to the train-pipe and prevent the mainreservoir from being exhausted.

When the regulating-valve is turned so that the indicator engages thestop f, the valve is on lap and all the ports are blanked, except p and0, which still communicate through the recess Z Should the engineer turnthe valve quickly from release to lap position, and thus pass runningposition, he will not prevent all the pressure from being dischargedfrom the chamber 1' of the valve device K.

When the indicatoris turned to the stop f, the engineers brake-valve isat service-stop. In this position the recess 1* will open communicationbetween the ports q and r. All the other ports are virtually blanked.The recess Z will register with the ports 0 and n, and while this willcause the small amount of air under pressure between the ports 0 andvalve or to expand into the passage 0 it will not be sufficient todisturb the diaphragm t in the chambert'. W hen the valve is turned toservice-stop, as described, pressure retrogresses from the train-pipethrough the passage 75 0f the signal-valve, opens the check-valve 7t,and passes through the pipe (1 to the port q and out at the port r. Thesupplemental 0r signal reservoir will be vented at the same time and inpractice somewhat faster than the train-pipe, so that when the engineersvalve is turned back to lap the cutting off of the fiow of pressure fromthe train-pipe to the service-stop inlet-port q will cause no reboundwhich might lift the diaphragm 7c. and actuate the signal.

Turning of the indicator to the stop 1 brings the valve to emergencystop, which causes all the ports, except 0" and s, to be blanked, andopens communication between the ports 3 1" through the recess Turning ofthe valve to emergency-stop, as described, causes the pressure in thetrain-pipe to retrogress rapidly from the pipe 0 and escape through 3 lr to the outside air.

In Fig. 1 the train-pipe O is shown to be convoluted between theengineers brakevalve and the signahvalve I). These convolutions are forthe purpose of elongating the pipe to increase the distance between theengineers brake-valve and the signal-valve. Ithas been found in practicethat by thus increasing the length of the train-pipe O a betteroperation of the signal-valve and sharper and clearer sound of thewhistle are produced than where the pipe is not thus elongated.

In practice I prefer to lengthen the pipe C between the engineersbrake-valve and the signal-valve to about sixty feet, althoughl do notlimit myself to any particular length.

In operation when a conductors signalingvalve G on a car is opened alimited amount of air only is vented from the train-pipe, and theimpulse thus generated travels to the signal-valve D. The reductionproduced on the upper side of the diaphragm it causes thesignal-reservoir pressure to exert its force against the under side ofthe diaphragm 7136 before pressure can retrogress through the small openpassage 10 The rise of the dia phragm opens the outlet-port 70 to thesignal, and that port will remain open until the pressure in thereservoir F has escaped through the port 10 and retrogressed through theopening it suificiently to lower that pressure and permit the diaphragm7t to drop again. In its rise the diaphragm 70 strikes the lower end ofthe stem t". hen the engineers brake-valve is at running position, anyreduction of pressure which takes place in the train-pipe is overcome bythe passage of pressure thereto through the port it, which opens thevalve 72* and passes through the groove 12. as before described. It thesignalvalve is close to the engineers brake-valve, the impulse ofreduction effected in the trainpipe when a conductors signaling-valve isopened is felt at the valve or at very nearly the same time as it isfelt at the diaphragm 711 As a consequence the train-pipe pressure uponthe signal-diaphragm is brought up to standard almost instantly and theport k closed. It is desirable that the whistle shall give a sharp clearsound, and to effect this the outlet 70 must not be closed too suddenly.By increasing the length of the trainpipe 0 between the signal-valve Dand the engineers break-valve the distance which the impulse has totravel beyond the former to reach the latter and friction both contribute to delay replenishment of pressure over the diaphragm 7:. fromthe main reservoir, and thus increase the time during which the signalwill sound.

It will be understood from the foregoing description that when theengineers brake valve is at release position the chamber 1' is filledwith pressure from the main reservoir, causing the stem k to be pressedto its seat at the outlet k by the stem 2'. this is to prevent soundingof the signalwhen the engineers brake-valve is being turned from therelease position. As I stated in my patent, No. 463,065, in the suddencutting off of the flow of pressure from the main reservoir to thetrain-pipe the inertia of the air that has entered the train-pipe willcause it momentarily to decrease in pressure at the forward end of thetrain. A momentary reduction of the pressure is thus created over thediaphragm 7c, and the momentary superior pressure of the supplemental orsignal The eifect of turned from release position, arrives at runningposition, by which time the fluctuations of pressure over the diaphragmwill have ceased or become reduced to an extent which will render themharmless. When the engineers brake-valve reaches running position, thepressure from the chamber 7, escapes and the stem i is raised out ofcontact with the diaphragm 70 as before described. In this way thesignal-valve is locked when pressure is directed into the chamber 1" andunlocked when pressure is vented from the chamber 6.

The term locked is used advisedly and in the sense of maintaining thesignal-actuating valve closed by a positive force independent of thetrain or signal pipe and signal-reservoir pressures, whereby suchpreponderance of pressure as there may be for a time in thesignal-reservoir cannot open the valve.

I do not confine my invention to a signaling system in which thesignaling-pipe is also employed for train-braking purposes nor to theparticular construction of the valves shown and described for the reasonthat valves of any other form which in their operation would besubstantially the equivalents of those shown may be employed instead.

My invention involves a new'method of preventing the untimely operationof the signal by the fluctuations of pressure at the signal-actuatingvalve following the cutting off of the inflow of compressed air to thesignal pipe, and the method consists in automatically locking the saidvalve before the fluctuations commence to render the valve for the timebeing inoperative and then automatically releasing the valve to place itin operative condition again after the fluctuations have ceased orbecome sufficiently reduced to be harmless.

What I claim as new, and desire to secure byLetters Patent, is

1. The combination, With a pipe, means for charging the same with fluidunder pressure, and a signal-actuating valve communicating with the pipeand operated by impulses of reduction of pressure in the pipe, ofautomatic locking mechanism connected with the said valve and operating,as described, to lock the said valve when the inflow ofcharging-pressure to the pipe is out off, substantially as set forth.

2. In a pneumatic signaling system, the combination, with thesignal-pipe and signal-actuatin g valve communicating therewith, ofsignal-valve automatic locking mechanism and a valve governing saidlocking mechanism, said governing-valve operating in its movement toactuate the locking mechanism and thus throw the signal-valve into andout of operation, substantially as described.

3. In a signaling system, the combination, with the signaling-pipe,compressed-air-supply valve governing the inflow of pressure from thesaid supply to the pipe, venting-valve upon the pipe, andsignal-actuatin g valve communicatin with the pipe and operated byimpulses generated at the said venting-valve, of locking mechanism forthe signal-actuating valve, controlled by movement of the saidgoverning-valve, substantially as and for the purpose set forth.

4:. In a signaling system for railway-trains, the combination, with thetrain-pipe and the engineers brake-valve and signal-valve communicatingtherewith, of signalvalve-locking mechanism controlled from theengineers brake-valve and operated thereby in its movement to and fromrelease position to lock and unlock the signal-valve, substantially asand for the purpose set forth.

5. Ina signaling system for railway-trains, the combination, with thetrain-pipe and the engineers brake-valve and signal-valve communicatingtherewith, of signal-valve-locking mechanism comprising a chamber provided with a diaphragm movable under airpressure, having a stem whichextends into the signal-valve to engage and release the valve mechanismtherein in the movement of said diaphragm, the said diaphragm-chambercommunicating with the engineers brakevalve to be charged with pressurewhen said brake-valve is turned to release'position to lock thesignal-valve and be vented of pressure when the said brake-valve isturned from release position to unlock the signal-valve, substantiallyas and for the purpose set forth.

6. In a signaling system for railway-trains, the combination, with thetrain-pipe and engineers brake-valve, of a signal-valve having a chambercommunicating with the train-pipe, containing a valve m'ovable bydifferential pressure, and an escape-port from said chamber to thesignal controlled by said valve, and a shell containing adiaphragm-chamber communicating with the engineers brake-valve, to becharged with and vented of pressure thereby when said brake-valve isturned to and from release position, and having a diaphragm moved in onedirection by pressure entering its chamber and movable in the oppositedirection when pressure is vented from its chamber, and provided with astem which extends into the signal-valve chamber to engage and lock thevalve therein when moved by pressure entering said diaphragm-chamber andto release said valve when pressure is vented from saiddiaphragm-chamber, substantially as and for the purpose set forth.

HARRY R. MASON.

In presence of M. J. Fnoscr, J. W. DYRENFORTH.

